THE TRIANGULAR 
MONORAILROAD 


An Interesting and Instructive Description 
of an Invention Introducing a New Plan 
of Constructing and Operating Roadway 
and Cars. 






GLiL (SLtT 




THE TRIANGULAR 
MONORAILROAD 

I BY I ~~ 

THOMAS CARL SPELLING 

Author of “Law of Private Corporations”; 
“Extraordinary Relief”; “Injunctions”; “New 
Trial and Appellate Practice”; “Trusts and 
Monopolies”; “Corporate Management and By- 
Laws’; “Federal Safety Appliance Law”; 
“Power of Congress Over Interstate Commerce” ; 
“Bossism and Monopoly,” “Political Deceptions 
and Delusions,” etc.; formerly Attorney to Inter¬ 
state Commerce Commission and Assistant to 
U. S. Attorney General. 

Description of a recent epoch-making Invention, 
which should interest the Sociologist, 
Scholar, Statesman, Capitalist and 
Business Men Generally. 

Published 

by 

THE AUTHOR, 

115 Broadway, 

New York City. 

Copyright 1914 

BY 

Thomas Carl Spelling 








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The Triangular Monorailroad 

YOUR OPPORTUNITY. 


Wars of force between foreign nations may 
distract and injure us, but will not end or sus¬ 
pend the interminable conflict at home between, 
the new and old, the economically progressive and 
wasteful. This statement of an obvious truth is 
not prefatory to a general discussion, except to-, 
the extent that a presentation of this enterprise 
necessarily involves certain aspects of the gen¬ 
eral subject of transportation. 

In carrying out my purpose to install a new 
mechanism for the carrying of persons and prop¬ 
erty and in placing a description of the new mech¬ 
anism before others, I shall not hesitate to use 
the first personal pronoun, or to speak very di¬ 
rectly and positively, as a means to an end, how¬ 
ever reluctant I would be, did it not appear proper 
in the premises. 

I will state here as broadly, emphatically and 
conspicuously as possible, that the triangular 
rnonorailroad is a real invention, not a mere in¬ 
spiration. It is a result of laborious and thorough 
experimentation. It meets a public necessity. It 
will revolutionize transportation, materially effect 
finance, and have a far reaching effect on produc¬ 
tion and commerce. The writer of this, who is 
the inventor and patentee, has accomplished a 
few things of more than transitory importance. 
Of this, a few others at least need not be remind¬ 
ed. At any rate he has not been an idler and has 
found time to study mechanical action and coac¬ 
tion as well as defects and oversights in the de¬ 
vices and machines for doing the work of the 
world. He has obtained nine patents on inven¬ 
tions, but this is the only invention to which he 
3 



now gives serious attention. I deem the setting 
forth publicly of this matter of sufficient import¬ 
ance to justify its direct statement by me person¬ 
ally, reluctant as I am to put myself forward in 
so unusual a relation. The fact that a thing is 
new, or original, or useful, or meritorious, or that 
it possesses all these characteristics, no longer in¬ 
sures for it a public hearing through ordinary 
channels of publicity, unless it be also something 
that can be so set forth and staged that it appeals 
to the popular imagination. 

The monorail as a support for cars in motion 
is not new; but the triangular monorailroad is 
new. With this statement I couple another which 
may be a tax on the crudility of some who read 
it. The two-rail system is too expensive for any 
nation’s full industrial development; and espe¬ 
cially is this true of a country of wide territorial 
expanse and comparatively sparse population 
This statement will sooner or later be accepted, 
the sooner the better. 

The mere propulsion of the wheels of a car in 
■single file on a single rail has been for many 
years known to be economical in various ways; 
but the problem has always been the provision of 
an unyielding superstructure. In some of the 
■contrivances this was so weak that trains on the 
monorail, at only moderate speed, tended to tear 
down the side supports and topple over. Other 
forms of overhead support were so complicated 
as to involve a prohibitory investment and ex¬ 
pense for upkeep and maintenance. Now this 
invention exactly and fully meets both objections. 
It consists in a continuous frame, triangular in 
form, having a small triangle within a larger tri¬ 
angle, constituting an intregal part thereof. The 
base of the larger triangle is a beam which per¬ 
forms the office of a cross-tie. The base of the 
smaller triangle is a bar or beam connecting the 
two sides of the larger triangle over the space 
4 


through which the engine, or other motive power, 
and the cars are to move. 

There has never been any difficulty with re¬ 
spect to the motive power as a matter distinct 
from the vehicular construction. It is obvious 
that size, arrangement, and strength of rolling 
stock must vary according to the dimensions of 
the railway and its uses. I shall not attempt to 
describe either engine or motor, or electrical ap¬ 
pliances, or cars, in technical terms or otherwise 
than as an incident to my description of the struc¬ 
ture within which they are to be used. For a 
description in detail, which any one versed in the 
use of mechanical terms can fully grasp, I refer 
to the appendices A and B hereto where can be 
found the specifications, claims and drawings of 
both patents. 

Attention is called at the outset to the fact that 
this mono-railroad may be constructed to accom¬ 
modate engines and cars of any size, though of 
course there must always be sufficient room in 
the engine or motor for an engineer or motorman. 
And yet it is clear that ample space can be found 
without cramping in the cab of an engine or 
motor of small dimensions. The engine or motor 
must be in a frame of the size and general outline 
of a car, and provided with one or more drive 
wheels below as well as its own side rollers and 
holding apparatus therefor as for a car. 

The description of the roadway most easily 
understood is that which supposes that we have 
all the parts on the ground and are proceeding to 
construct it. We will then suppose that we have 
a stretch of firm level ground and are to construct 
a roadway for cars measuring eight feet from the 
top of the supporting rail to the cross-beam which 
is to be the base of the triangle constituting the 
apex of each larger triangle. 

We first lay down three parallel sills which 
may be of any suitable dimensions, but to have a 
5 


level top face. They must be bolted, of course, 
or otherwise firmly joined together. The middle 
sill, at any rate, must present a level surface of 
sufficient width to accommodate the rail which 
is to be laid on it. From exterior to exterior these 
sills will occupy a width of ten feet. Across 
these we now lay the first cross-tie. It is ten feet 
long and if two inches thick and three inches wide 
that will be ample, because there is absolutely no 
strain on it. But we imbed for the ful length of 
it an iron slab about an inch and a half wide and 
a half inch thick, its top surface being flush with 
the top surface of the tie, the slab being firmly 
attached to the tie with screws or otherwise. This 
slab is slotted near each end so that the ends of 
the beams constituting the sides of the larger 
triangle may be inserted therein and firmly held. 
We now make a notch in each of the sills and 
lay the tie with the iron or steel slab imbedded 
therein, so that it is flush with the surface of each 
sill. 

We next turn our attention to the two sides 
of the triangle. These are to be of good seasoned 
oak or other hardwood timber about 3 inches 
square and 13 J4 feet long, steel jacketed where 
they are to unite with the tie and where they 
join the overhead cross-bar. They are also to be 
capped with iron and pointed at the tops, where 
they are jointed together. Suitable provision 
must also be made at their upper junction for a 
rod which will in the completed structure extend 
from triangle to triangle throughout, securely 
binding them together. These fastenings and 
joints need not be here particularly described, and 
will present no difficulty to the mechanical engi¬ 
neer. The parts of the triangle are now joined to 
the cross-tie, the connecting bar is inserted as 
shown in the drawings, and a completed triangle 
now stands across the sills, its base imbedded in 
the tie through the iron slab. Similar triangles 
6 


are set in at uniform distances from each other 
along the entire trackway. The spaces between 
them will vary according to the use in view, to 
the dimensions of rolling stock to be used, weight 
of traffic, etc. Ordinarily an intervening space 
between them of ten feet will be permissible. 

To the inside of each side-piece and just under 
the cross-bar will be attached the retainer of the 
the grooved rail with which the horizontally turn¬ 
ing rollers connected with the top of the frame¬ 
work of the engine and cars will contact. Each 
retainer will be securely attached to both the side 
piece and cross-bar by a shield riveted to the 
former and overlapping the latter. The exterior 
side of the grooved rail will be flat, while the 
inside face will be concave, not unlike one side 
of the rail seen on ordinary railroad tracks. It 
is designed that these horizontal wheels shall 
constantly contact with the guide rails; hence the 
arrangement for the resillient support described 
in the specifications. Good service could un¬ 
doubtedly be had without resilliency, but not 
without unpleasant noise and shock. The resil¬ 
lient feature renders oscillation impossible and 
causes the shock to be absorbed by springs, rub¬ 
ber bearings, or other resillient contrivances, also 
causing rapid movement to be safe and noiseless. 

All lengths of sill, supporting rail and grooved 
rails should be uniform, but, in order to cause the 
joints to alternate, a line of roadway would start 
with unequal lengths. In other words, a length 
of the supporting rail should not join directly 
over the junction of two lengths of sill, nor 
should two joints formed by ends of the grooved 
side-rails be directly opposite each other. But 
these are details easily taken care' of. 

Attention is now called to the fact that a road¬ 
way so constructed is a continuous frame, a com¬ 
plete mechanically constructed vehicular conduit. 
That upon which the weight of the vehicle and 

7 


its load rests, and through which it moves, pre¬ 
sents the characteristics of absolute uniformity in 
extension, its uniformity not controlled or af¬ 
fected by ulterior forces. The rails, the sills, the 
grooved side rails, and the top rod in combina¬ 
tion with the attached ties and sides constitute a 
continuous frame-work, capable of sustaining an 
immense weight, even where the sub-support is 
removed for a considerable space. In other words, 
if the soil or other foundations were entirely 
removed from under several feet of track, trains 
could still run over the part without accident or 
delay, though of course such an operation should 
not be prolonged. The reason for this is self- 
suggestive in part, but this reference to the fact 
opens the way to many and varied points of ad¬ 
vantage possessed by this structural form. 

A train used in the Triangular frame is autono¬ 
mous. The cars and motors will be all firmly 
coupled together, and were it not for convenience 
in handling and provision for grades and curves, 
a car might be of any great length desired. Double 
couplers which will admit of only very slight 
vertical play, and very little more lateral play, 
will be in use. The train will move practically as 
one body, the pressure and what little friction 
there is evenly distributed throughout, and any 
defectiveness of the roadway must either be very 
serious or must extend for a considerable distance 
in order to hinder progress or endanger safety. 
Supposing then that the sub-foundation, whether 
consisting of earth, stone cement or pillars, has 
disappeared in the space of 15 feet, that is only 
one-fourth the length of a car sixty feet long. If 
the supporting parts were entirely removed, the 
downward movement of the car could only 
amount to a fraction of an inch, because of the 
supporting couplers, and the whole structure will 
yield a little without danger of breakage in any 
part. 


8 


It is now proposed to point out some of 
the conditions under which existing railroads are 
constructed and operated and the natural forces 
and difficulties against which they contend. In 
doing so, I will incidentally make comparison 
favorable to the proposed new form of construc¬ 
tion. 

Many and varied comparisons could be made, 
all to the advantage of this construction, some 
of which would occur to the practical mind even 
without being specified, others easily understood 
when pointed out. One of them relates to the 
resillient bearing whereby the sidereal motiom 
and shock are obviated. The two-rail roads em¬ 
ploy springs under the cars for the purpose, with 
a fair measure of success; but it would be utterly 
impracticable to find any buffer which, attached 
to the flanges of the wheels, would withstand the 
immense concussion and friction to which they 
would be subjected. Nor would it be possible, 
for much the same reason and other reasons, to 
reduce or minimize the space left between the 
two rails for the free play of the wheels. The 
principal additional reason is that the same rails 
and wheels that are there used for support in 
motion are also the only reliance to check lateral 
action, whereas in the triangular monorailroadi 
these functions are assigned to different parts^ 
each performing a single function. The sole 
office of the under wheels is to support the mov¬ 
ing vehicle. They have not the slightest lateral 
action. The only function of the horizontal rollers 
is to prevent and check lateral action. There is 
not the slightest downward pressure on them. 

It is not difficult to understand the importance 
of resillient confinement of the horizontal rollers 
held by arms extending from the sides of the cars 
at the top, the same forming part of the frame¬ 
work thereof. The movement of a train so con- 

9 


fined is as noiseless and free from jolts as that of 
a bicycle on a polished pavement. 

In the machinery of transportation there are 
three principal heads of expenditure: First, con¬ 
struction; second, maintainance; third, operation. 
The fixed charge for interest is here omitted, 
because it is a result of the others. The economic 
advantage of triangular monorail construction 
under each of these heads is very great, and can¬ 
not be either too much emphasized or valued. 

Two-rail construction tries to accommodate it¬ 
self to the inequalities and eccentricities of na¬ 
ture ; and since the earth’s surface constantly 
varies both in form and in substance, and is sub¬ 
ject to frequent changes caused by weather con¬ 
ditions, rains succeeding droughts, freezes suc¬ 
ceeding thaws, and the like, it is clear that the 
engineering problem constantly changes prelim¬ 
inary to construction and does not end upon the 
completion of the track. The mechanically con¬ 
structed roadway obviates or minimizes these 
elements in the problem as in case of an ocean 
steamer of deep displacement ploughing its way 
unaffected by waves and winds, whereas a sail¬ 
ing vessel or a steamer of light draught is com- 
partively unsafe and more difficult to control on 
its course. On the same principle that many 
articles can be made, not only in vastly greater 
quantity, but also of superior quality, mechanic¬ 
ally than by hand, so a manufactured roadway is 
superior to one consisting of a combination of art 
-and nature. 

Of course the question of relative cost is perti¬ 
nent and entitled to an answer. If it were a 
question of constructing only one short line of 
railroad and no more, the advantage of the mono¬ 
railroad would not so clearly appear. It is dif¬ 
ferent in contemplation of constructing long lines 
and many of them. If a house builder were asked 
for an estimate on ten houses to be exactlv alike, 
10 


it would not be as much probably by fifty per 
cent as if the plans and Specifications for each of 
the houses differed from those for all the others. 
So for a triangular monorailroad of a given car 
size enough of the parts for the whole world, or 
for a million miles, can be made from the same 
pattern and out of the same kind of material. 
It is true that grades and curves must be pro¬ 
vided for; but arbitrary percentages may be es¬ 
tablished, and parts used in South America for 
a given grade or curve may be removed to the 
United States or Europe and put in use there. 
True, there must be some preparatory grading 
for a monorailroad, but it is trifling in compari¬ 
son. 

With the statement that the two-rail road is 
an excessively costly transportation machine, I 
concede the qualification that there may be sac¬ 
rifices so great as not to be thought of, even in 
the interest of progress. At any rate the great 
through lines from city to city and their impor¬ 
tant branches, the investments in the construc¬ 
tion of which, though perhaps uneconomical, 
have been made, will remain, at any rate for 
many years. But, broadly speaking, rail trans¬ 
portation as now projected and conducted is not 
profitable business. Else what is the meaning 
of the advance of railroad indebtedness, includ¬ 
ing as such both absolute obligations and stocks 
upon which the right is claimed to pay fixed divi¬ 
dends, to twenty billions of dollars and the con¬ 
stantly increasing burden of fixed charges, both 
out of all proportion to additional construction? 
The explanation, in general terms, is that the 
amount realized for transportation, vast as it is, 
is not sufficient to pay fixed charges of $70,000 
per mile on 250,000 miles of railroad, that being 
the cost of construction and equipment, and an 
additional $7,000 per mile each year to operate. 
The investment, on a basis of $70,000 per mile, 
11 


agg re g a tes $17,500,000,000, which at 5 per cent 
amounts to $875,000,000 as an interest or divi¬ 
dend charge. The aggregate operating cost is 
$1,750,000,000. These, added, constitute an an¬ 
nual expenditure of $2,625,000,000, leaving only 
$375,000,000 for repairs and replacements, to say 
nothing of dividends and new mileage, out of 
gross earnings of $3,000,000,000. The margin is 
of course inadequate. The margin is of course 
greater because the rate of interest was less when 
existing railroad indebtedness was contracted 
than at present. 

Many thoughts occur to me on this great sub¬ 
ject which I cannot here present. One of them, 
however, is worth exploiting to some extent. 
Transportation may be roughly divided into 
heavy freights, or freights in bulk, and light 
freights, or freight in small consignments. The 
form of structure we are now discussing is best 
adapted to the latter, and will sooner or later 
appropriate it. Of course, as now projected, it is 
advantageous to the railroads to carry the mil¬ 
lions of small shipments of from fifty to a thou¬ 
sand pounds, but a much more economical ar¬ 
rangement from the standpoint of shippers would 
be to have the heavy traffic carried by existing 
railroads, and the light traffic by the lighter and 
less expensive method. Its advent will destroy 
the value of vast investments, but that is an in¬ 
evitable result, just as happened to investments 
in water craft on our rivers and canals and to sail¬ 
ing vessels on the ocean. Many other illustra¬ 
tions could be given. 

The triangular monorailroad is destined before 
very long to carry most of the passengers and 
nearly all the lighter forms of traffic, whatever 
the results to the present system or to the holders 
of railroad securities. The adaptability of elec¬ 
trical power in new forms, notably the storage 
battery, will hasten this result. 

12 


The most extensive and fruitful field still open 
to profitable investment, on a wide scale, is trans¬ 
portation. All know that in normal times the 
choicest investment securities are those of trans 7 
portation companies, their business being- quasi¬ 
public, and their control being equivalent to the 
power to tax. What they furnish can be pro¬ 
duced at a uniform cost and is a common neces¬ 
sity. The business can be simplified, systema¬ 
tized and made to work almost automatically. 
Transportation is a cash business, for which, 
where there is a population, there will be found 
an ever present persistent demand which is con¬ 
stantly on the increase. And the people uporr 
whom the whole burden and expense of transpor¬ 
tation rest will not long endure a wasteful, varia¬ 
ble, dangerous, or an unscientific system, when- 
another that is economical, durable, safe and, in: 
all important respects, superior, is available. 

Looking at a railroad map of the whole coun¬ 
try we find a very unequal distribution of the 
mileage. At least two-thirds of it is east of Chi¬ 
cago where much of it could be rearranged great¬ 
ly to the benefit of shipping interests and some 
of it dispensed with. But it requires no states¬ 
man or political economist to see that there must 
soon be a change in the financing, construction: 
and mechanism of railroads. Existing methods; 
and systems are breaking down of their own 
weight. It is all too expensive and burdensome 
to be borne by railroad patrons, in which class 
falls every man, woman and child in the nation. 
Interest charges are fixed charges but dividends 
are not; and it is the latter which must yield. The 
full power to fix rates out of which dividends are 
paid really abides with the Interstate Commerce 
Commission, and various state boards and public 
service bodies, acting under legislative authority, 
though theoretically with railroad managements. 
The weakening of railroad credit, by which is 
13 


meant the diminution of borrowing capacity, 
which was whispered five years ago, has now be¬ 
come a loud warning, proclaimed from the house¬ 
tops, by railroad officialdom. The moment the 
system of fixed dividends, put in force a few 
years ago, is found impracticable, the present 
efficiency of service will become a thing of the 
past, extensions and new constructions will cease, 
and repairs essential to quick transit and safety 
be neglected. 

Soon after the railroads obtained a dominating 
position in transportation, the labor employed by 
them found itself poorly paid and reduced to 
dependence and servility. At length railway em¬ 
ployees organized in self-defense, and have now 
turned the tables on their employers. The latter 
learned in 1877 and again in 1894 the serious 
meaning of a railroad strike. Meantime so many 
complications have arisen and special knowledge 
and familiarity with the business, to be acquired 
only by experience, have become so essential that 
for a strike by the operating force to occur would 
mean a complete cessation of the movement of 
trains. A reminder of enormous overhead 
charges and liabilities accumulating and matur¬ 
ing day by day, whether traffic moves or not, 
have caused the railroads, thus far, to yield at 
once to labor’s demands, or to seek arbitration, 
and subsequently to yield in part. With increas¬ 
ing fixed charges and operating expenses on the 
■ one hand, and thorough organization of shippers 
on the other to force down rates and keep them 
down, the railroads find themselves between the 
devil of disappearing surpluses on the one hand, 
and the deep sea of successful opposition to an 
increase of rates on the other. 

But this monorail system has nothing to fear 
from labor, organized or unorganized. In the 
work of construction there will be little for the 
dirt shoveller, the rock blaster, the mason and 
14 


structural iron worker to do. Nearly every piece 
will be made in shops and factories and shipped 
out on the part of the line already constructed 
and there put together by mechanics who cannot 
be classed as railroad hands at all, or if so, and 
they should strike, their places can be quickly 
supplied. As for those employed in operation, 
inspection, cleaning, oiling, etc., so few will be 
required for any particular line that the highest 
wages paid by the two-rail roads can be paid 
without being felt. Of course, the fact is that a' 
new industry, such as this, will necessarily open 
the way to large additional employments for wage 
earners. , 

The simplicity of the triangular monorail is a 
feature the importance of which in its construc¬ 
tion has been already referred to. But simplicity 
in its operation is not only an important but a 
conspicuous feature. The duties of the engineer 
or motorman are quickly mastered. No special 
skill is needed in performing any other service. 

With reference to the rates for transportation 
to be charged, it may not be the policy of a mono- 
rail line to cut very deeply below the prevailing 
rates. But such a line will have the power, by 
reason of the cheapness and rapidity of its opera¬ 
tion, to insist upon having all the traffic it can 
handle and can fix its rates at such figures as will 
secure that. Suppose, for instance, we have a 
monorail line from Chicago to some interior city 
of the third class, between which there are one or 
more two-rail roads. Without reflection one 
would say, the field is already occupied. But, in 
truth, it is not occupied at all at lpwer rates; and 
shippers would readily see sufficient reason for 
patronizing and sustaining the monorail line, for 
keeping rates down if for no better reason. 

The railroad managements complain of many 
sources of trouble and peril to their interests and 
to those of investors in their securities. They 
15 


complain that labor conditions are drifting to 
disaster; that various authorities are imposing 
burdens and exactions which it is becoming more 
and more difficult to meet; that state legislatures 
are vying with each other in the passage of such 
legislation as full-crew laws and laws requiring 
hasty removal of grade crossings; that taxes are 
being onerously increased; that there is a ten¬ 
dency in legislation to compel each railroad to 
open its terminal facilities to other railroads hav¬ 
ing no legal or equitable right to share them with 
the owning company; that the Erdman Arbitra¬ 
tion Act is well calculated to place railroads at 
the mercy of labor combinations; and finally, and 
as a result of this, that it is becoming very diffi¬ 
cult to induce investors to provide the many mil¬ 
lions necessary to supply adequate transportation 
facilities, and that the railroad companies are 
obliged to pay unprecedented rates for their capi¬ 
tal requirements. 

The truth of the matter is that the railroad as 
now constructed and operated is, in many in¬ 
stances, too expensive a machine for the work it 
has to do. While the moneyed capitalists of the 
world were credulous and optimistic on the out¬ 
look for railroad investments in this country (and 
were to some extent justified by conditions), 
while agriculture, manufacturing and mining were 
expanding and the people were acquiescent in 
high fares and freight rates, capital in large sums 
could be borrowed for the railroads at almost their 
own rates of interest. The stronger companies 
could then borrow for refunding or extensions at 
3 and Z l / 2 per cent. Under these conditions there 
were many unprofitable constructions and unwise 
duplications. But now under changed conditions, 
capital demands 5 and 6 per cent, and is hard to 
obtain at those rates. 

Another important factor in the alteration of 
conditions, never specifically mentioned by rail- 

16 


road officials, consists in the new public and legis¬ 
lative view of franchises. The privilege of form¬ 
ing a corporation, of operating a railroad, of 
collecting fares and rates, of exercising the power 
of eminent domain, was formerly, and by some 
is still, claimed to be, in and of itself, property of 
great value irrespective of other values; and, be¬ 
cause little attention was given to the subject, 
the claim was not generally disputed. But legis¬ 
lative bodies, commissions, and the public at large, 
have been studying, dissecting, analyzing, and 
have discovered that the term “franchise” as em¬ 
ployed by railroad companies to signify a large 
intangible value to be added to physical values, 
merely represents monopolistic power. To this 
awakening to the true situation is to be attributed 
much of the hostile legislation and stubborn re¬ 
sistance to railroad expansion of which railroads 
and financiers are now complaining. 

Every part of the trackage, rolling stock and 
equipment for this railroad can be made to order 
in a shop and hauled out on the finished road 
and put together on the ground. It dispenses 
in large part with gangs of men, grading, exca¬ 
vating, ballasting, spiking, levelling, etc., which 
are indispensible in the construction of a two- 
rail road. In case of the latter the two rails must 
be maintained on an approximate level with each 
other, requiring constant labor, watchfulness and 
expense which continue after the work of original 
construction has ended. The support must be in¬ 
spected, to see if it is strong and sound, every day 
and night in the year. The evenest of two-rail 
tracks constantly becomes more and more uneven, 
that is to say, keeping the two upon an exact 
level with each other at all points is an utter im¬ 
possibility. And every point of divergence means 
a swerve for the whole train to one side, an awful 
friction with the grinding off of more or less of the 
steel from both flange and rail. But before that 
17 


swerve is ended there comes another and another 
as each unevenness is reached. So the whole train 
on the very best of tracks with its ponderous 
engine is kept oscillating from side to side, with¬ 
out uniformity and beyond human power to an¬ 
ticipate or regulate. You may have become so 
accustomed to the endless succession of indescrib¬ 
able swerves and jolts when traveling on trains 
as scarcely to notice them. But, consciously or 
unconsciously, all passengers are affected by them 
in their nerves and otherwise; and few people 
ever start on a trip of any length without ap¬ 
prehensions regarding their safety. Many are 
actually made miserable and ill by the ever present 
dread of accident. Just think of the immense 
structural strength required to stand the constant 
jerking and wrenching of the engines and cars. 
Two-rail cars, whether for passengers or freight, 
are constructed with more regard to hard usage 
and heavy strain than are warships built to en¬ 
counter heavy seas, steel projectiles and dynamite 
blasts. Several tons of iron enter into the con¬ 
struction of each car, the mechanism being intri¬ 
cate and costly. And emphasis may be here very 
properly placed on the frightful and increasing 
cost of the power to operate railroad trains in 
the present way. The immense tonnage of iron 
in cars and engines in a train will average about 
five times what will be required in a monorail 
train of the same relative capacity, operated under 
these patents; and the fuel, consumption and 
waste of power will be trivial in comparison with 
that of those now in use. 

The running of heavy trains at high speed on 
two rails is unscientific as well as dangerous, un¬ 
less the foundation be firmer and the relative ad¬ 
justment of the rails be more perfect than financial 
resources now available will admit of. The laws 
of nature cannot be suspended by man’s con¬ 
trivances. They must be overcome by mechani- 
18 


cal exactitude, as in the triangular structure. A 
bed of broken stones mixed with earth under a 
wooden tie has not resisting power equal to the 
pounding of a drive wheel under an engine weigh¬ 
ing thirty tons or more and drawing a long train 
of cars heavily loaded. Naturally and inevitably, 
moisture softens the mass. Then the first en¬ 
gine to pass over depresses the end of one or 
more cross-ties, and though that train may pass 
over without derailment the next train lurches 
powerfully to one side, the chances being many 
to one that spikes will be pulled out or the rail 
or flanges broken, and the train, or part of it, 
ditched. But in railroad nomenclature the true 
cause of a derailment is seldom stated. It 
is said that the rails spread. Now there 
is really no such thing as a spreading of 
the rails. What generally happens is that, be¬ 
ginning with a weakness, an unevenness develops 
which immediately grows by a repetition of the 
force which created it until a catastrophe results. 
Those who have charge of railroad construction 
and maintenance know, though they scarcely dare 
admit it, that the only preventative of accidents 
is approximation to a spirit level track having an 
unyielding support of stone, concrete, masonry 
or a continuous sill, and that the cost of such a 
foundation for a two-rail road, without the co¬ 
operation of a still more expensive superstructure 
is prohibitory. 

The steadiness of the cars in motion in the 
triangular structure will have even stronger guar¬ 
antors than the force of the side rails and side 
rollers. The cars will be joined together with 
safety couplers, carried two in number, in the 
rear platform of the car in front to automatically 
slide into holders sprung open by the impact when 
the two car ends come together. (The couplers 
are not shown in the drawings). The couplers 
and their receptacles will be constructed so that 
19 


they will have only very slight perpendicular play, 
arid only enough lateral play to admit the turns 
to be made in passing over curves. In this way 
any swerve of the car to either side will be 
checked, by the weight of the entire train before 
it can amount to as much as half an inch. Thus 
also any inequalities in the distribution and ad¬ 
justment of the load will be neutralized, or be¬ 
come a matter of no consquence. Any suggestion 
that evil might result from creening of the cars 
because of unevenness of the load, or from any 
other cause is thus answered. The couplers will 
be firmly held and of ample strength to hold the 
cars and train straight together in case of break¬ 
age of either a supporting wheel or side roller. 

Another comparison can be here again made ta 
the great advantage of the monorailroad. The 
characteristic of a rigid frame made of parts of 
uniform dimensions is entirely absent from the 
construction heretofore in vogue; and because of 
the resulting unevenness of the roadway it was 
wholly impracticable to establish a rigid connec¬ 
tion between the different cars of a train. To 
avoid the constant breaking up of the train the 
couplers had to have considerable perpendicular 
as well as lateral play. Each car was a distinct 
and separate moving body dragged along after 
the engine or the others subject to such of its own 
vicissitudes in the way of swerves and jolts as 
might fall to its lot. But, here, the engine and 
tender (where one is required) and all cars will 
move as one mechanism, or as if they were the 
same vehicle any little tendency to creen in one 
part being offset and checked by a little creen in 
the opposite direction in another part; any undue 
part of the load - on one side of one car counter¬ 
balanced by a reverse condition in some other 
part; any undue sidereal pressure which might 
otherwise result seriously, from any cause, being 
borne, not altogether at the point where it occurs,. 

20 


but being distributed throughout the whole length 
of the train, and even along a much longer dis¬ 
tance. 

We next refer to the cost of maintenance or 
upkeep of the existing system, and further, as 
closely connected with that, the question of rela¬ 
tive safety. In justice, it must be said that rail¬ 
road officials do all they can to safeguard their 
precious consignments. It would be absurd as 
well as cruel to charge that those in railroad em¬ 
ploy/whether officials or subordinates, ever wil¬ 
fully designed and planned that an accident should 
occur with its sad results. The accidents result 
from inherent insufficiency of the mechanism em¬ 
ployed. 

The scarcity and high cost of ties is even now 
a very serious problem, the solution of which is 
not in sight. It is therefore only the lapse of a 
little time between the abandonment of the 
present form of transportation structure, and 
change to another. The people will not submit 
to a further increase of rates, and when it becomes 
more dangerous to travel in a passenger train than 
to join the army in a time of war there will be a 
marked contraction in the volume of passenger 
traffic. 

Attention may, in this connection, be called to 
another marked advantage of this plan. A train 
on two rails, encountering an ascending grade, 
soon loses its momentum and draws on the engine 
for an enormous traction and lifting power. That 
is because of the friction and oscillation of the 
cars and engine, phenomena which are entirely 
absent in a monorail train. For the same reasons 
this plan will admit of much steeper grades than 
are possible for twO-rail roads. Owing to the negli¬ 
gent element of friction and oscillation, momen¬ 
tum will be lost very slowly, and will be sufficient 
to carry the train to the top of grades which would 
not be deemed possible in a two-rail road. Here 
21 


we have also another important element to be 
counted in when we consider comparative costs 
of construction. 

The great element of safety of the present in¬ 
vention is the contrivance for placing the train 
while in motion under complete mechanical con¬ 
trol, in lieu of that of unforeseeing human agents. 
A moving train on two rails without any super- 
structural guide or control runs by an inanimate 
force only partially and imperfectly regulated and 
supervised by the minds of men. True the speed 
can be to a great extent controlled by the engineer, 
but it oftener happens than otherwise that the 
brakes serve no useful purpose. A large per¬ 
centage of the accidents result from broken or 
defective rails and switches, totally unforeseeable. 
The train now in use on two parallel underlying 
rails is like an unbridled horse pulling a loaded 
carriage through a lane. His speed may be ac¬ 
celerated by use of the whip and checked by use of 
the brake. But regulation and control to prevent 
accidents can go no further. The train to be in 
use under these patents will be the same horse 
bridled, check-reined and kept under complete 
control, with mechanism in addition which render 
its swerving to right or left from the safe road 
utterly impossible. 

A striking advantage of the triangular mono- 
lailroad, but difficult to classify, is its mobility. 
When a two-rail roadway has been surveyed and 
graded and the bridges, tunnels and trestles have 
been built, and it is later found that a more feasi¬ 
ble route exists between given points, or it is 
desired because of increase of traffic or expense 
of operating to avoid steep grades or curves, or to 
shorten the route, or to abandon it, regardless of 
cost, nearly all the construction work on the origi¬ 
nal route is a total loss. But a monorailroad can 
be taken down and reconstructed elsewhere in 
short order and without loss of material. The 
22 


only loss is that involved in taking it down, re¬ 
moving it, and putting it up again. This is be¬ 
cause of uniformity in sizes, lengths, etc., of the 
parts used in it. Even the supporting posts and 
bridge work can be used again. 

This introduces the thought that a great field of 
usefulness and profit opens to this invention in 
supplying strictly local and proprietary service. 
An individual enterprise distant two or three or 
several miles from the nearest point of shipment 
by rail or water could by the expenditure of a 
few thousand dollars provide itself with this type 
of railroad on a diminutive scale and cut off a 
great drain on its revenues in the form of cartage 
over bad roads. And there are many advantageous, 
sites for productive enterprises not at present 
utilized but which might come into use if only- 
the problem of transportation were solved. There 
are many gold, silver and copper mines of low 
grade, or comparatively low grade ore whose 
owners cannot construct branch lines of two- 
rail road to smelters and reduction works. And' 
there are other undeveloped enterprises which 
cannot be developed because their owners cannot 
on account of the roughness of the intervening 
surface, afford the expense of constructing and 
operating two-rail tap lines, and because haulage, 
in carts or wagons is out of the question for the 
same reason. All such could construct a line 
with small triangles and cars to match, using; 
either small steam engines or electricity developed 
in many such cases by water power close by. The 
same may be said with equal force in cases of 
iron and coal lands, timbered lands and farming 
sections. Let’s just think of the thousands of 
farming communities, not only here but in other 
countries, some a few miles and others many 
miles from any existing means of transportation, 
and then let us open our eyes to the advantages 
to them of one of these lines, even if it were 
23 


roughly constructed and best fitted for carrying 
freight only. There are many single farmers who 
would find profit in constructing one or two or 
a few miles, if only for individual use. For all 
such uses, aside from long distance transportation, 
this invention will prove to be a great developer, 
economizer and producer of profit. 

Great utilities of this monorailroad will be de¬ 
veloped in municipal transportation. In the local 
transfer of freight, including merchandise of all 
kinds, the wastes of present methods are simply 
appalling. In addition to the wear and tear and 
constant breaking down of vehicles, and other 
immense wastes which need not be named, the 
ruin of pavements, the constant repairing of which 
is a great burden to taxpayers should also be 
'considered. 

What is elsewhere said about the tendency of 
trains on a two-rail road to wrench apart the parts 
of bridges is equally applicable in the case of 
elevated structures in the streets of cities. Be¬ 
cause of the lurching and oscillating action of 
the cars these must now be constructed with 
greatest attention- to strength and durability. The 
supporting pillars have to be sufficiently wide 
apart to withstand the impact of a number of 
heavily loaded cars loosely coupled together and 
moving swiftly. If the supporting structure were 
only so wide as, or only a little wider than the 
track it would be in constant danger of toppling 
over with serious results. Consequently, the 
double track elevated line now in use occupies 
the whole width of the street. It shuts out air 
- and sunshine and its noise is distressing and 
tantalizing. 

It is not necessary to elaborate all the points of 
advantage possessed by the elevated monorail- 
road. It has its own continuous framework, 
separate and apart from the supporting structure. 
The continuity of the triangular frame and the 
24 


even distribution of the impact reduces to a 
minimum the sidereal pressure; and because of 
this and other peculiarities of construction, a de¬ 
scription of which need not be reiterated, there 
can be no lurching from side to side. If the 
frame be strengthened as for crossing a ravine, 
the two uprights, one on each side and a cross¬ 
beam under it every 100 feet will make a safer 
structure than the cumbersome nuisance now in 
use. This means a structure not more than 12 
feet wide, or 24 feet wide for a double track, 
interfering with the use of the street only to the 
extent of two posts set opposite every 100 feet on 
each side of the street. This on a street 75 or 
100 feet wide would be scarcely noticeable. And 
the operations of trains with this system will be 
almost noiseless. 

In the whole country there are 250,000 miles of 
railroad, without counting switches and double 
tracking, whereas there is persistent clamorous 
demand for three or four times that mileage, in 
territory which would furnish volumes of passen¬ 
ger and freight traffic which would be immensely 
profitable to lines constructed to operate the trian¬ 
gular monorailroad system. The adaptability of it, 
as above shown, to traverse rolling or swamp 
■country on cheap structures, and the facility of 
converting it into a bridge by the mere addition of 
a few stanchions and cross-beams, is a feature 
not to be overvalued. There are a vast number 
of towns, villages and fertile farming sections 
in every part of the country and in every state 
which would otherwise continue without railroad 
facilities for a quarter or half century, or perma¬ 
nently, which will not only welcome the advent 
of the monorail, but will gladly provide the funds 
to construct it. 

It only requires a little reflection to understand 
why the construction, original cost, and cost of 
maintenance are so immensely in favor of the 
25 


monorail. In a two-rail road, in order to main¬ 
tain an approximate correspondence between the 
rails, cross ties must be laid close together, and 
not only their immediate support but every square 
inch of the substructure upon which the cars 
rest or move must be solid and unyielding. This 
often necessitates digging down to bed-rock for a 
foundation. With the monorail, we use the con¬ 
tinuous sill with the advantage that every inch of that 
upon which the wheels run has under it a per¬ 
fectly level and solid support. The sill and rail, 
in close contact, give a sub-support and steadiness 
superior to that to be found in any two-rail road. 
Instead of having a continuous succession of 
cross-ties, one under each of the triangles, ten 
feet apart, will usually suffice. It should require 
no mechanical engineer, nor even a mechanical 
mind, to realize both by original conception and 
comparison the inherent strength and resisting 
power of such a structure. The lateral pressure, 
as has been shown, is negligible in comparison 
with that of the two-rail road. But note how it 
is distributed and held in check. The sidereal 
force has substantially no space in which to gain 
momentum, and whatever of such force is created 
will be distributed along the whole length of the 
train and borne by the entire structure for the 
same distance, and for an indefinite distance be¬ 
yond in both directions, whereas in other railway 
construction each foot of the driveway upon any 
instant may have to meet an impact from enor¬ 
mous weight with swift projection, giving it ter¬ 
rific momentum. 

How about bridges ? In the triangular structure 
the pressure is all in the middle, straight down¬ 
ward, without any of that fearful impact of 
drivers, trucks and wheels butting from side to 
side and wrenching the parts of the bridge struc¬ 
ture apart. You have no doubt noticed the suc¬ 
cession of great cross beams and uprights of 
26 


massive steel in railroad bridges. Nothing weaker 
could withstand the butting of engines and loaded 
cars of many tons weight. The difference when 
there is no lateral motion, the weight being evenly 
distributed the whole length of the train and mov¬ 
ing ahead in a straight line is obvious. 

Again, there is scarcely any limit to the age of 
usefulness of the car wheels and rails used in 
this monorail road. As there is no lateral motion, 
there is none of the severe friction and grinding 
away the surface of both rails and wheels which 
send thousands of tons of the finest steel to the 
scrapheap every few months in the case of every 
great railroad system. The upkeep from this 
cause alone costs the railroads many millions of 
dollars annually. Whatever the motive power 
may be, whether electric motors or steam engines, 
it will rest and move on driving or supporting 
wheels proceeding in single file and have the 
same side supporting rollers as the cars. 

A careful estimate has been made of the cost of 
construction ready for use. One hundred miles 
through undulating or slightly mountainous terri¬ 
tory can be constructed as above described for an 
average of $5,000 per mile, with all the material 
paid for and put in place. Good cars fully equipped 
for passenger service can be built for $500 each, 
while sufficient steam engines will cost $1,000 to 
$1,500 each. Freight cars will cost $100 less each 
than passenger cars. 

The question of the rate of speed must be ad¬ 
dressed to the judgment based upon the indi¬ 
vidual’s knowledge of natural causes and effects, 
aided by a comparison of structures, mechanisms, 
and speed records now available. The keeping 
up of a two-rail road to the condition permiting 
50 to 60 miles an hour is so expensive that only 
companies as strong financially as the New York 
Central and Pennsylvania and Union Pacific (for 
part of its line) can afford it, the labor and ex- 
27 


pense being attributable to the causes and natural 
obstacles before described. But the laying of 
one rail on one continuous sill in a straight line, 
the constructing a series of triangles of exactly the 
same dimensions and placing two grooved rails 
within them on an exact level with each other 
presents no difficulties. There is no reason for 
doubting that a speed of 100 or 120 miles an hour 
will eventually be found to be feasible and safe. 
Of course great care would have to be taken in 
workmanship and selection of material where such 
great speed is contemplated. 

How about curves? Here again resort is had 
to comparison and illustrations. The two-rail 
road must, in order to limit the cost within capi¬ 
talistic possibilities, adapt the road bed largely 
to the irregularities of the earth’s surface as it 
finds them. If the surface condition calls for a 
three or three and a half per cent, curve, the con¬ 
struction will have to conform to that condition. 
If a succession of small per cent, and large per 
cent, curves are called for, the line must be curved 
accordingly. But the monorail structure, being 
a continuous framework securely knitted together 
and constructed entirely according to mechanical 
design and direction, of equal spaces, sizes and 
dimensions throughout, might, if necessary, be 
laid in a straight line from one slight elevation to 
another without any grading whatever, resting, 
where the distance is considerable on posts or 
piling. Of course, there will have to be curves ; 
but these will be constructed arbitrarily, for in¬ 
stance, 10 per cent., 20 per cent., 30 per cent., and 
40 per cent, curves. There will be none inter¬ 
mediate. The structural parts will be made for 
these in the construction shops with arithmetical 
and mechanical precision. 

The disposition and tendency of people is to 
come closer together in their minor business 
afifairs, to deal directly with each other through 

28 


such means of rapid intercourse as are available, 
to eliminate the middle man. This is seen in 
the organization in many sections of farmers’ 
marketing associations on the one hand and con¬ 
sumers’ leagues on the other. An enormous vol¬ 
ume of merchandise is now sent out from manu¬ 
facturing centers by mail. Especially is this true 
since the establishment of the parcels post. A 
much greater volume still goes by express, not¬ 
withstanding the slightly cheaper parcels post 
rates. Many express and mail cars fully loaded 
with light packages to serve this direct trade are 
run daily over the various railroad lines. Whole 
trains of lighter and speedier monorailroad cars 
could be employed to distribute this light but 
profitable traffic over main lines and innumerable 
branch lines. No greater accelerator of-the new 
phase of modern business above mentioned could 
be conceived of than this invention which oppor¬ 
tunity comes to meet it. 

This system admits of a variety of construction. 
It can be constructed adaptably to the character 
of the traffic, and rate of speed desired, and al¬ 
most to correspond with the means of the con¬ 
structor. It can be constructed for the use of cars 
as commodious as those used by the two-rail 
roads, though construction of such magnitude 
would seem to be sheer waste, in view of the fact 
that there can be no serious delays on lines 
operated under these patents, nor is there any 
limit to the number of cars and trains that can 
be kept in operation. On the other hand diminu¬ 
tive structures and cars are just as practicable 
as those of larger size, with almost an exactly 
proportional decrease of cost. But lines may be 
constructed for specific uses very cheaply. Sup¬ 
pose it were desired to construct a line into any 
city from an interior section one or two hundred 
miles distant, to do strictly a local business, and 
a speed of 20 to 25 miles per hour would answer 

29 


the purpose just as well as a greater speed. In 
that case the side supports might be of almost any 
kind of seasoned timber, the inside being lined 
with, and the ends sheathed in sheet iron and the 
triangles could be placed further apart than in 
structures for other uses. The cars might be 
lightly and cheaply built. Suitable cars for light 
traffic can be constructed in a shop having suit¬ 
able facilities for from $200 to $500 each, accord¬ 
ing to size. 

Not only does uniformity of all parts but com¬ 
paratively small cost of the materials conduce 
to moderate cost of the completed structure. A 
supporting rail of comparatively light weight will 
be sufficient, since its strength is reinforced by 
the sill with which it contacts at all points. 
There is no friction whatever on the rail, only 
downward pressure, and except that iron or steel 
is the cheapest of metals for the purpose, it would 
answer every purpose if made of any kind of hard 
metal. And exactly the same remark is applicable 
to the side rails. All the rails of all kinds for a 
given distance will cost a great deal less than one 
of the rails now in use, and, instead of having to 
be frequently renewed will last indefinitely. What 
is here said of the rails is also true of the other 
metalic parts. Nor need anyone be seriously con¬ 
cerned as to the cost of the wooden parts. There 
is in many countries an inexhaustable supply of 
the kind of timber best adapted to this use. Care¬ 
fully shaped and hewed timbers used for cross¬ 
ties on two-rail roads are expensive and scarce. 
But sawed lumber, such as will answer for the 
monorailroad, is abundant and can be cheaply 
produced. 

IN THE INTEREST OF PRACTICAL 
CONSERVATION. 

I am encouraged by the profuse utterances of 
statesmen of large and small importance to be- 
30 


lieve that the prevention of waste, which is 
another name for conservation of the raw ma¬ 
terial of production, is not a mere political fad 
but a matter for serious concern. 'But to save 
what natural forces have for ages and centuries 
exerted themselves to produce addresses itself 
to the self-interest of all public service enter¬ 
prises, as a direct concern of today, because the 
value of it all necessarily reaches over far into 
the future. What was stated above, bearing upon 
economy, in point of quantity, directly raises the 
question, not merely whether the existing system 
of railroad construction and operation can com¬ 
pete with the new form, but as a conservation 
question, whether it can continue in existance 
at all. Does our knowledge that the exhaustion 
of accessible supplies of iron ore and of tie timber 
is in sight, and must be faced as a stern reality 
by this generation, lend encouragement to the 
railroad demand for a progression increase of 
railroad charges to pay for new construction and 
extensions of the present system? Should not 
all interests, whether popular, capitalistic or 
governmental, encourage the introduction of 
machinery for transportation which will conserve 
resources, cheapen the carriage of freight and 
passengers, and intensify agriculture? 

The difference in freight charges of a few cents 
per hundred often signifies a great advantage on 
the one hand and disadvantage on the other. 
Sometimes it spells the success or failure of an 
enterprise. 

IMPORTANT USES OF SMALLER 
TRIANGLE. 

The super or smaller triangle has been referred 
to incidentally in describing the structure. That 
is by no means a mere appendage, nor is it merely 
ornamental. In addition to giving ample strength 
to the structure, its adaptability for telegraph and 

31 


telephone wires and power transmission are en¬ 
titled to very serious consideration. And it 
should not be overlooked that it may be roofed, 
without detriment, but greatly to the advantage 
of the lower parts while in use for purpose of 
transportation. Its superiority in convenience, 
economy and efficiency over prevailing supports 
for wires and electrical conduits need only to be 
mentioned to be fully understood and appreciated. 
The same difficulty that confronts the two-rail 
roads in the matter of timber or ties confronts 
telegraph and telephone companies as to poles for 
the support of their long-distance wires. They 
should, and doubtless will, welcome the advent 
of the triangular structures as a ready and simple 
solution of a problem, the solution of which is not 
in sight. 

But perhaps the more valuable use of the 
smaller triangle will be as a support and retainer 
for the transmitters of electrical power. We need 
not, however, enter into a detailed discussion of 
this use. 

This may be also used exactly as the lower 
part. It may be fitted up with the same addi¬ 
tional parts and appliances for the transit of cars 
through it, and these may have their independent 
production of motive power which may be freely 
used without hindrance or interference with the 
operation of the main structure. There is no 
doubt that it may be fitted up with such exacti¬ 
tude of detail that electrical cars and trains of 
such cars can be run therein for short, or even 
for long distances without the immediate attend¬ 
ance of any human agent. The space therein 
can be completely isolated, insulated and en¬ 
closed, because not connected in any way with 
the use of the principal structure. Nor would the 
running of such cars and trains therein interfere 
with the utility of the main structure for it’s 
specified purposes. But the small cars could be 
32 


electrically sent through it at great speed if con¬ 
structed of steel of small body and with wheels 
and rollers of adequate diameter. 

The project of a pneumatic tube from New 
York to Chicago for quicker transmission of first 
class mail and light parcels has been sometimes 
discussed. It would seem that here is a chance 
for the early and cheap consummation of that 
scheme, and not only between these cities but 
between many cities and towns, and locally as 
well. 

-National interest in the uses of this part of the 
structure can be considered without entering 
Upon a discussion of the general subject of gov¬ 
ernmental ownership. Whatever may be thought 
of a general system of government owned rail¬ 
roads, it is only a question of time when the 
United States must be freed from dependence 
upon private corporations in the transmission of 
messages. The advantage given by advance in¬ 
formation to individuals and corporations for 
speculative uses has often resulted disastrously 
to those deprived of access thereto, continually 
defeats justice and neutralizes or paralizes the 
efforts and functions of government in domestic 
affairs. There have been and will again arise 
occasions when the preservation of secrecy in 
military and diplomatic communications is of 
vital importance to all the people, and upon such 
occasions no one should be entrusted with secrets 
of State except trustworthy public servants. We 
have never had a foreign war of any consequence 
since the use of electric wires as a means of com¬ 
municating intelligence was begun. All the 
other great nations either own the telegraph lines 
as parts of their postal systems, or exercise con¬ 
trol of them equivalent to ownership. In case 
of war with any formidable power, our country 
would be at a ruinous disadvantage, because of 
its having to proceed openly and in plain view 
33 


of an enemy planning in secret and executing 
destructively. It only requires experience to con¬ 
vince one that there is no such thing as secrecy 
for any thing now entrusted to telegraph or 
telephone wires, if it be valuable, either as a 
news items or for other purposes. 

GENERAL SUGGESTIONS. 

The foregoing would seem to suffice, even con¬ 
cerning so important a subject as this, but one’s 
enthusiasm is often responsible for his saying 
more than the disinterested reader might con¬ 
cede to be necessary. Hence a few observations 
of a general character. 

There are always a few who know a good thing 
when they see it. These few are the lords of 
finance and the industrial magnates of our time, 
largely because they were able to see, and not, 
as many suppose, because they have been lucky 
or were singled out for special favors. They 
were not the men who nursed prejudice and dis¬ 
favor for any new thing, merely because it was 
new. 

# To prove that this presents a rare and excep¬ 
tional opportunity for enormous realization, I 
need not claim that the monorail system will 
entirely supercede the two-rail system, in the 
near future or ultimately, whatever my belief may 
be. But is there not an almost limitless field be¬ 
tween the cumbersome and unwieldy two-rail 
system and minor forms of transportation for an 
intermediate form, costing to construct and 
operate less than one-tenth the cost of construc¬ 
tion and upkeep of the forms now in use? A 
survey of the United States alone, as bearing on 
this question, would show needs which could 
be profitably supplied by the monorailroad to the 
extent of a million miles, not only without dis¬ 
turbance of any established methods of carrv- 
ing on the country's transportation and business, 
but greatly to its increase and acceleration. 

34 


The fact should not be overlooked that the in¬ 
vention is basic and unique. There never was 
before, and probably never will be again, a patent 
issued to cover an entire system of transporta¬ 
tion. The original patent has now less than 
sixteen years to run but will be kept alive for an 
indefinite period beyond that by patented im¬ 
provements, one of which has been already 
granted of date July 28, 1914, and constitutes ap¬ 
pendix B hereto. 

The fortunes of many men were due to the power 
to discriminate between the ordinary and excep¬ 
tional. Too often we pass judgment on an offer 
embodying a patent without such discrimination. 
A patent, like the concrete result of any other 
mental effort or financial investment, is either of 
no value or of great value. A patent should be 
tested as to its value by the answers to three 
questions. (1) Is the work it will do valuable 
to a large class? (2) Is it comprehensive; in 
other words, is it capable of doing its work in¬ 
dependently of other machines, and not as a mere 
auxiliary? (3) Can its owner, having the capital, 
proceed to put it to use, and keep it constantly 
in use, without waiting upon the pleasure or 
convenience of others? The relevancy of these 
questions is seen in the answers. (1) Many 
patents are merely ingenious or novel methods of 
performing service required by a few, or even if 
by many, only occassionally. But every person 
in every country requires quick transportation, 
all the time. (2) Small inventions, many illus¬ 
trations of which might be given, are only parts 
of larger mechanisms, or appendages of other 
conveniences, hence are dependent upon accept¬ 
ance and adoption by others, or upon their whims 
and caprices. But nobody’s convenience or in¬ 
terest has to be consulted when any one with the 
capital in hand, has selected a route and mecha- 


nism of cheap and rapid transit. (3) The profit¬ 
able use of transportation machinery can only 
be interrupted by the act of God or the public 
enemy, whereas many other patented conven¬ 
iences are only in demand at certain seasons and 
are liable at any time to be laid aside because of 
economic or social changes not anticipated. 

The annual products of patents actually sold 
in the United States aggregate the enormous sum 
of $25,000,000,000. No one has attempted to 
estimate the value of the patents themselves. 

I consider this patent to be an inexhaustible 
gold mine, all above ground, and I think I only 
have to painstakingly call the attention of capi¬ 
talists to it, in order to insure its success. But 
the realization of profits for myself is the least 
of my motives for the foregoing presentation. 
My principal desire is to see the triangular mono¬ 
railroad in general use, contributing to public 
convenience and welfare. 


36 


Appendix A. 

UNITED STATES PATENT OFFICE. 


THOMAS CARL SPELLING, OF NEW YORK, N. Y. 


MONORAILROAD SYSTEM. 


1,058,481. Patented Apr. 8, 1913 


Specification of Letters Patent. 

Application filed November 14, 1913. Serial No. 731,303. 


To all whom it may concern : 

Be it known that I, Thomas Carl Spelling, citizen of 
the United States, and resident of New York city, in the 
county of New York and State of New York, have in¬ 
vented certain new and useful Improvements in Monorail¬ 
road Systems, of which the following is a specification: 

The present invention relates to monorailroad systems 
and has for its object the provision of a durable, practical 
and cheap construction, readily assembled wherever de¬ 
sired, and comprises generally speaking, a frame-work 
of strong rigid character consisting of a plurality of open 
frame members associated to constitute a way therewithin 
in combination with a car adapted to travel within the 
said way, and simple and efficient instrumentalities for 
mounting and securing the frame and associated track 
members, etc., to the ground or other surface over which 
the system is to be laid. 

The invention also has for its purpose to provide a 
monorailroad system wherein the trackage construction 
will comprise but few parts, to the end of utilizing the 
enormous energy which is now wasted in the existing 
systems of railroad construction; one which will effec¬ 
tively guard against all liability of derailment of the cars; 
and which may be supported by suspending cables 
for crossing rivers or ravines. And it is further proposed 
that the design of structure will be such as to permit of 
the same being erected with dispatch, and wherein the cost 
of manufacture will be comparatively small. 

The invention has for its further purpose to provide a 
type of car especially adapted to this system wherein the 
supporting or carrying wheels thereof are provided with 
means for preventing possible derailment; and which is 
provided with means to steady the car in the event of the 
same losing its equilibrium while in motion; to minimize 

37 







oscillation and to support the car in erect position while 
the same is stationary. 

Summarily stated, the invention proposes a system of 
railroad which will by its simplicity of construction and 
principle of operation readily suggest itself as the most 
practical type of conveyance where speed and safety of 
movement are paramount; and for installation in countries 
which are not by their natural characteristics suited to 
ordinary railroad construction such for instance as moun¬ 
tainous countries and countries which' would otherwise 
require considerable bridge erection to introduce the 
present method of railroad building. 

The invention may also be used in subways in large 
cities or may be constructed in various other ways to suit 
traffic or geographical conditions. 

To these ends the invention consists in the novel details 
of construction and combination of parts more fully here¬ 
inafter described and particularly pointed out in the 
claims. 

Referring to the accompanying drawings, forming a part 
of this specification in which like numerals designate 
like parts in all the views:—Figure 1 is a transverse sec¬ 
tional view of the trackage construction, and showing a 
type of car employed and Fig. 2 is a side elevational view 
of the same. 

Referring to the construction in detail the railroad con¬ 
struction consists of a suitable bed comprising masonry 
or other suitable bases 1 and 2 disposed in parallel relation, 
and an intermediate masonry or other suitable bed 3 which 
is countersunk to receive a continuous sill 4 of wood or 
other suitable material for the continuous track 5 which 
is secured thereto in any proper manner. 

The frame-work of triangular design in cross section 
is constructed to inclose the monorail and provides in 
effect a conduit for the cars. The frame-work consists 
of angularly disposed beams 6 and 7 connected at their 
lower ends by the reinforcing plates 9 to the bottom cross 
bars 8 which bars from the base of the triangle and are 
also securely held embedded within the cross ties 8 and 
adapted to underlie the track 5. 

At their respective upper ends the beams 6 and 7 are 
connected and reinforced through the medium of triangular 
plates 10 and intermediate supporting bases and their 
respective connected ends; said beams are further re¬ 
inforced or braced through the medium of cross bars 11 
and plates 12 secured respectively to the bars 6 and 7. 

A pair of horizontal grooved rails or tracks 13 con¬ 
nect the several beams of the respective sides of the 
structural framework and have for their purpose to co¬ 
operate with means carried by the car is stationary and 

38 


to minimize oscillation in movement as will be understood. 

The car 14 is of substantially triangular design in cross 
section to conform with the passage-way provided by the 
structural frame, and at either end thereof has journaled 
thereon a supporting wheel 15. 

The supporting wheels 15 are each mounted in a pair 
of journal boxes 16 secured to the underside of the car 
floor 17 on a relatively short axle 18, and the journal boxes 
of each of the axle bearings are readily accessible at all 
times through the medium of suitable openings which are, 
under normal conditions, closed by the hinged plates 19. 
The wheel 15 is of the .double flange type to the end that 
the same will readily hold to the track under all conditions 
of travel of the car. 

A pair of rollers 20 carried by the car are adapted to 
engage with the side grooved rails 13 for the purposes 
above mentioned, and each of said rollers 20 is journaled 
in a bifurcated arm 21 which is in turn mounted to have 
movement on the side of the car, and „a spring 22 which 
is mounted on the arm normally tends to hold the roller 
in engagement with the track 13 with the required friction. 

From the foregoing description it will be apparent that 
applicant has provided a construction wherein the strong, 
rigid characteristics of the triangle are obtained, such 
triangle including a bas bar secured to the foundation or 
bed or cross ties, as the case may be, and the converging 
side members being directly connected together at their 
upper ends, furnishing a device complete in itself and 
independently of the bed or foundation of which the tri¬ 
angle is fastened. Through the medium of the cross bars 
11 and the lower corners braces 9, the middle portions of 
the side bars of the triangle are greatly strengthened to 
resist the outward pressures or strains incident to the 
lateral bearings carried by the car contacting with the rails 
13; also that the manner of seating the base bar of the 
triangle in the wooden cross tie with the latter in turn 
seated in the longitudinal wooden sill upon which 1 the rail 5 
is supported, constitutes an efficient and highly practical 
manner of securing the triangular frames to the base or 
foundation, it being understood that the longitudinal sill 
and cross ties may be placed as desired in keeping with the 
conditions surrounding the particular service at hand and 
the nature of the surface over which the system is built. 

Many changes of construction and arrangement may be 
made in the device as above explained without departing 
from my present invention, and I do not limit myself to 
the details and modifications herein shown and described. 

What I claim is— 

1. In a monorailroad construction, a triangular frame, a 
supporting bed therefor, the said frame including hori- 

39 







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D 




~r 

/3 

/3 


J 


/& 


M'jL 


—i 


/9 j 


40 















































































































41 

























































































































































































zontally-disposed bottom cross-bars secured to the bed, 
a continuous sill forming a part of said bed and provided 
with a fixed rail, a triangular car located within said frame 
and having straight walls spaced equi-distally from adja¬ 
cent portions of the frame and provided with alined sup¬ 
porting wheels mounted to travel on said rail, and means 
on the car for traveling engagement with the sides of the 
frame and operable to maintain said car in equilibrium. 

2. In a monorailroad construction, the combination of a 
suitable bed supporting cross ties, a traveling car, out¬ 
wardly thrust bearings at the sides of said car, a continuous 
sill on said bed associated with said cross ties, a track 
mounted on said sill, and a framework comprising con¬ 
nected bottom and side bars also mounted respectively on 
said cross ties and providing a substantially enclosed pas¬ 
sageway, and rails mounted respectively on said side bars 
adapted to engage with the outwardly thrust bearings car¬ 
ried by the car, substantially as described. 

3. In a monorailroad construction, a frame comprising a 
series of approximately triangular members so related as 
to form a way therethrough, each triangular member com¬ 
prising a bottom cross bar and converging side bars, a 
rail supported upon the cross bars centrally thereof, a 
car adapted to traverse said rail through said way, rails 
opposite the sides of the car connecting the converging side 
members of the triangular frames together, means at the 
sides of the car engaging said rails to assist in maintaining 
the car in equilibrium, and cross braces for the triangular 
frames connecting the converging side members at a point 
adjacent to the car and above the rails at the sides of 
the car. 

4. In a monorailroad construction, a frame comprising 
a series of approximately triangular members so related as 
to form a way therethrough, each triangular member com¬ 
prising a bottom cross bar and converging side bars, a rail 
supported upon the cross bars centrally thereof, a car adapt¬ 
ed to traverse said rail through said way, rails opposite the 
sides of the car connecting the converging side members 
of the triangular frames together, means at the sides of 
the car engaging said rails to assist in maintaining the car 
in equilibrium, and braces extending across the corners of 
the triangular frames to maintain the side members of the 
frame in position. 

5. In a monorailroad construction, a frame comprising a 
series of approximately triangular members so related as 
to form a way therethrough, each triangular member com¬ 
prising a bottom cross bar and converging side bars, a 
rail supported upon the cross bars centrally thereof, a 
car adapted to traverse said rail through said way, rails 
opposite the sides of the car connecting the converging 

42 


side members of the triangular frames together, means at 
the sides of the car engaging said rails to assist in main¬ 
taining the car in equilibrium, cross braces for the trian¬ 
gular frames connecting the converging side members at a 
point adjacent to the car and above the rails at the sides 
of the car, and braces connecting the side members of the 
triangular frames to the bottom cross bars at points below 
the side rails, substantially as described. 

6. In a monorailroad construction, a frame comprising 
a plurality of triangular members so related as to form a 
way therethrough, each triangular member comprising a 
bottom cross bar and converging side bars forming an 
unobstructed space therewithin, a rail mounted upon the 
bottom cross bars centrally thereof, a car adapted to 
traverse said rail through said way, yielding abutments at 
the opposite sides of the car, and rails connecting the con¬ 
verging side members of the triangular frames together 
at points intermediate the ends of the same. 

7. In a monorailroad construction, a frame comprising a 
plurality of triangular members so related as to form a 
way therethrough, each triangular member comprising a 
bottom cross bar and converging side bars forming an 
unobstructed space therewithin, a rail mounted upon the 
bottom cross bars centrally thereof, a car adapted to 
traverse said rail through said way, and bars connecting 
the converging side members of the triangular frames 
together at points intermediate the ends of the same. 

8. In a monorailroad construction, a frame comprising a 
series of triangular members so related as to form a way 
therethrough, each triangular member comprising a bottom 
bar and converging side bars, a tie in which the bottom 
bar is seated, a longitudinal sill in which the tie is seated, 
and a rail mounted on said sill over said tie and bottom 
bar. 

9. In a monorailroad construction, a frame comprising a 
series of open members connected together at their sides 
and so related as to form a way therethrough, each open 
member comprising a bottom bar and side bars, a tie in 
which the bottom bar is seated, a longitudinal sill in which 
the tie is seated, and a rail mounted on said sill over said 
tie and bottom bar. 

10. In a monorailroad construction a frame comprising 
a series of open members so related as to form a way 
therethrough, each open member comprising a bottom bar 
and side bars, a tie in which' the bottom bar is seated, a 
longitudinal sill, and a rail mounted on said sill over said 
tie and bottom bar. 

11. In a monorailroad construction, a frame comprising 
a series of open members so related as to form a way 
therethrough, each open member comprising a bottom bar 

43 


and side bars, a tie to which the bottom bar is secured, a 
longitudinal sill in which the tie is seated, and a rail 
mounted on said sill over said tie and bottom bar, 

12. In a monorailroad construction, a frame comprising 
a plurality of open members so related as to form a way 
therethrough, each member comprising a horizontal bot¬ 
tom bar and side bars connected together forming an 
unobstructed space therewithin, a base construction includ- 
ing cross ties to which the bottom cross bars are secured, 
a rail mounted upon the bottom cross bars centrally there¬ 
of, a car adapted to traverse said rail through said way, 
and bars connecting the side members of the open frames 
together at points intermediate the ends of the same. 

Signed at New York, in the county of New York and 
State of New York, this 13th day of November A. D. 1912 
THOMAS CARL SPELLING. 

Witnesses: 

Jos. G. Abramson, 

Katharine C. Mead. 

Appendix B. 

UNITED STATES PATENT OFFICE. 

THOMAS CARL SPELLING, OF NEW YORK, N. Y. 


MONORAILROAD. 


1,105,540. Patented July 28, 1914. 


Specifications of Letters Patented. 

Application filed June 8, 1914. Serial No. 843 765. 

To all whom it may concern: 

Be it known that I, Thomas C. Spelling, a citizen of 
the United States, residing at New York, in the county 
of New York and State of New York, have invented certain 
new and useful Improvements in Monorailroads, of which 
the following is a specification, reference being had therein 
to the accompanying drawing. 

This invention relates to improvements in monorailroad 
systems, and particularly to that type of system illustrated 
for example, in my Patent No. 1058481, issued April 8,’ 
1913. In the structure of my said patent, it will be observed 
that I provided at the opposite sides of the car resiliently 
mounted rollers adapted to traverse a pair of grooved rails 
mounted on the frame work constituting the train-way, 

44 








the purpose of such structure being to maintain the car 
in an erect position while the car is stationary and to mini¬ 
mize oscillation when the car is in movement, all as will 
be clear to persons skilled in the art. 

As distinguished from the above stated arrangement, 
the present improvements contemplate, in combination with 
other useful instrumentalities, the provision of outwardly 
thrust rollers and cooperating rails arranged at the top or 
above the car in order to bring these means, as nearly as 
practicable directly above the centrally disposed car wheels, 
or the center of gravity of the car, where the cushioning 
devices are rendered more acute, so to speak, in that they 
may have a greater mutual coaction or influence upon 
each other, as the car may tend to sway in opposite direc¬ 
tions, than is possible where such devices are. relatively 
remotely associated, as is of necessity the case where they 
are entirely distinct and mounted in a lower position along 
the sides of the car. 

I will illustrate herein and hereinafter specifically 
describe the preferred embodiment of my invention, and 
from such disclosure the nature and advantages of the 
many improved details of construction and arrangement 
of parts will be duly appreciated. 

In the accompanying drawings forming part hereof, and 
where in the preferred embodiment of the invention to 
which I have alluded is illustrated, Figure 1, is a vertical 
cross sectional view through the framework, and associated 
structure, constituting the way within which the car or 
train is to travel, and similarly showing in section a car 
provided with improvements constituting the subject mat¬ 
ter of this case, and Fig. 2 is a side elevation of a portion 
of the car way showing,—in a manner somewhat diagram¬ 
matic,—a car within such way. Fig. 3 is a detail view. 

Referring more specifically to the drawings, wherein like 
reference characters designate the same part in the two 
views, A represents a series of closely associated triangular 
metallic frames suitably reinforced at the corners thereof 
by plates a and by similarly reinforced cross bars B, con¬ 
veniently located at the upper portions of the frames, said 
frames being tied together at the predetermined distances 
apart by metallic bars C, of any suitable number, preferably 
running along the sides of the frame and the apices thereof. 

The bottoms of the frames are firmly fixed by means 
serving therewith to form a road bed, for example, like 
the subject matter of my aforesaid patent, and not neces¬ 
sary to be discussed in "detail herein, save by alluding to 
the fact that on this road bed is suitably mounted a mono- 
rail D, centrally disposed with , reference to the base mem¬ 
bers of- the triangular frames A, in position to be engaged 

45 


by the corresponding centrally arranged traction wheels E 
supporting the car F. 

The car F may obviously be of any approved style or 
construction, but in keeping with my present conception 
the same should have a skeleton or frame-work of suitably 
reinforced metal, represented in a general way at / in order 
to properly support and resist the lateral strains incident 
to the operation of the parts now to be defined. 

To relieve the car of shock, and prevent possible damage, 
flowing from the lateral or sidewise sway of the car when 
in motion, as also to maintain the car in its true vertical 
position when not in motion, I provide a pair of tracks G 
secured to the triangular frames at the juncture of the 
side bars thereof with the cross-bars B, these tracks being 
of angular cross section, as shown, reinforced by diagonal 
webs g, and having in their vertical faces roller grooves g' 
adapted to accommodate horizontally rotating rollers H 
thrust outwardly and maintained in contact with the tracks 
G under resilient pressure, as will soon be obvious. 

J are a pair of nested spring plates of U-formation with 
their upper terminals spaced apart and their lower ter¬ 
minals superposed and fixedly secured by suitable bolting K 
or otherwise to strong metal top members L secured and 
carried by the metal framework of the car, the plates just 
referred to being of dished formation, or hollow, to pro¬ 
vide depending edge flanges l at the sides of the car. The 
spaced terminals of said spring plates J, offset horizontally, 
carry therebetween the similarly arranged rounded-edge 
rollers H before mentioned. 

In many instances, the spring plates will be adequate to 
sustain the car against lateral-swaying tendencies, but to 
meet more severe conditions, an auxiliary cushioning means 
is afforded, the same being in the nature of a fluid (con¬ 
veniently air) cushion, comprising a cylinder M, either 
formed integrally with the top plate L or bolted securely 
thereto, the cylinder being provided with a valvecontrolled 
supply pipe m, and oppositely disposed pistons N linked 
by pivoted members n to the spring plates J, with a coiled 
spring O interposed between said pistons. 

By the foregoing arrangement, it will be seen that three 
yieldably-resisting and shock absorbing elements are fur¬ 
nished in my improved mechanism, namely the spring plates 
J, the confined air within the cylinder intermediate of the 
pistons N, and the spring occupying the same relation to 
the said pistons. These elements combined mutually co-act 
to keep both rollers H in engagement with their respective 
tracks J at all times, for as they are compressed by lateral 
tilting of the car against one track in one direction, they 
exert a corresponding opposite pressure on the other track, 

46 



47 


























































































thus tending to right the car and restore it to its position of 
normal equilibrium. 

The spring O, when compressed, will serve as a stop 
preventing further movement of the pistons and thereby 
limit the swaying movement of the car. 

While I have herein set forth a special embodiment of 
my invention, it is with the realization,—as will also appear 
to persons skilled in the art to which the invention apper¬ 
tains,—that said invention is capable of embodiment in 
other forms and devices, as may be in accordance with the 
hereto appended claims. 

Having thus described the invention, what is claimed is: 

1. In a railroad system of the character described, a suit¬ 
able car-way having guide rails at the sides thereof, oppo¬ 
sitely disposed rollers carried by the car adapted to engage 
said rails, and means for resiliently maintaining said rollers 
in engagement with the rails comprising spring plates se¬ 
cured to the car and carrying the rollers at their free ends. 

2. In a railroad system of the character descried, a suit¬ 
able car-way having guide rails at the sides thereof, oppo¬ 
sitely disposed rollers carried by the car adapted to engage 
said rails, and means for resiliently maintaining said rollers 
in engagement with the rails comprising spring plates se¬ 
cured to the car and carrying the rollers at their free ends, 
said plates consisting of two members nested together 
fastened at one end to the car, and separated at the other 
end to accommodate the rollers therebetween. 

3. In a railroad system of the character described, a 
suitable car-way having guide rails at the sides thereof, 
oppositely disposed rollers carried by the car adapted to 
engage said rails, and fluid pressure means for resiliently 
maintaining said rollers in engagement with the rails. 

4. In a railroad system of the character described, a 
suitable car-way having guide rails at the sides thereof, 
oppositely disposed rollers carried by the car adapted to 
engage said rails, and fluid pressure means for resiliently 
maintaining said rollers in engagement with the rails, com¬ 
prising a cylinder mounted at the top of the car, and pistons 
working in said cylinder and connected to said rollers. 

5. In a railroad system of the character described, a suit¬ 
able car-way having rails at the sides thereof, oppositely 
disposed rollers carried by the car adapted to engage said 
rails, and means for resiliently maintaining said rollers in 
engagement with the rails comprising piston-like members 
connected to the rollers, and a spring interposed therebe¬ 
tween acting normally to force said rollers apart. 

6. In a railroad system of the character described, a 
suitable car-way having guide rails at the sides thereof, 
oppositely disposed rollers carried by the car adapted to 
engage said rails, and means for resiliently maintaining 

48 


said rollers in engagement with the rails, in combination 
with means acting as a stop to limit the yielding movement 
of the rollers. 

7 . In a railroad system of the character described, a 
suitable car-way having guide rails at the sides thereof, 
and means for resiliently maintaining said rollers in en¬ 
gagement with the rails, comprising yieldable arms carrying 
the rollers, and fluid pressure means associated with said 
arms. 

8. In a railroad system of the character described, a 
suitable car-way having guide rails at the sides thereof, 
and means for resiliently maintaining said rollers in en¬ 
gagement with the rails comprising yieldable arms carrying 
the rollers, and fluid pressure means associated with said 
arms, said last mentioned means comprising a cylinder and 
oppositely disposed pistons working therein. 

9. In a railroad system of the character described, a suit¬ 
able car-way having guide rails at the sides thereof, and 
means for resiliently maintaining said rollers in engage¬ 
ment with the rails comprising yieldable arms carrying the 
the rollers and fluid pressure means associated with said 
arms, said last mentioned means comprising a cylinder and 
oppositely disposed pistons working therein, in combination 
with a spring interposed between the pistons. 

10. In a railroad system of the character described, a 
suitable car-way having oppositely disposed guide rails, 
correspondingly disposed members carried by the car 
adapted to engage said rails, and means for resiliently 
maintaining said members in engagement with the rails, 
comprising spring plates secured to th'e car and carrying 
the members at their free ends. 

11. In a railroad system of the character described, a 
suitable car-way having oppositely disposed guide rails, 
correspondingly disposed members carried by the car adapt¬ 
ed to engage said rails, and means for resiliently maintain¬ 
ing said members in engagement with the rails, comprising 
spring plates secured to the car and carrying the members 
at their free ends, and means for restricting the yielding 
movement of said plates. 

12. In a railroad system of the character described, a 
suitable car way having oppositely disposed guide rails, 
correspondingly disposed members carried by the car adapt¬ 
ed to engage said rails, and fluid pressure means for resili¬ 
ently maintaining said rollers in engagement with the rails, 
substantially as described. 

13. In a railroad system of the character described, a 
suitable car-way having oppositely disposed guide rails, 
correspondingly disposed members adapted to engage said 
rails, a top plate secured to the car frame, and means 
carried by said top plate for resiliently maintaining said 

49 


members in engagement with the rails, substantially as 
described. 

14. In a railroad system of the character described, a 
suitable car-way having oppositely disposed guide rails, 
correspondingly disposed members adapted to engage said 
rails, a top plate secured to the car frame, and means car¬ 
ried by said top plate for resiliently maintaining said 
members in engagement with the rails, said top plate hav¬ 
ing depending flanges adapted to engage the side portions 
of the car. 

15. In a railroad system of the character described, a 
suitable car-way having oppositely disposed guide rails, 
correspondingly disposed members carried by the car 
adapted to engage said rails, and fluid pressure means for 
resiliently maintaining said members in engagement with 
the rails, in combination with other means for supporting 
said members in operative position relative to the rails. 

16. In a railroad system of the character described, a 
suitable car-way having oppositely disposed guide rails, 
correspondingly disposed members adapted to engage said 
rails, a top plate secured to the car frame, and means car¬ 
ried by the top plate for resiliently maintaining said mem¬ 
bers in engagement with the rails comprising fluid pressure 
means for resisting the yielding movement of the members, 
and other means for supporting said members in operative 
position relative to the rails. 

In testimony whereof I hereunto affix my signature in 
the presence of two witnesses. 

THOMAS CARL SPELLING. 

Witnesses : 

Joseph E. Lauber, 

Walter C. Harding. 



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